Rotary steam-engine.



H. HARPORD.

. ROTARY STEAM. ENGINE.

APPLICATION FILED MARK], 1914. 1,1 1 1 I t Patented Nov. 10, 1914.

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H. HARPOR-D.

ROTARY STEAM ENGINE.

APPLICATION FILED MARJ, 1914.

1,1 16,81 6. Patented Nov. 10, 1914.

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H. HARFORD.

v ROTARY STEAM ENGINE. APPLICATION FILED mum, 1914.

Patented Nov. 10, 1914.

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H. HARPORD. ROTARY STEAM ENGINE.

APPLICATION FILED MAR.7, 1914.

1,1 16,816. Patented Nov. 10, 1914.

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Limi in nnrrnn STATES-PATENT m! HAVELOCK HARFORD, or roar ALBERNI, BRITISH COLUMBIA, CANADA.

ROTARY STEAM-ENGINE.

Original application filed July 24, 1912,

To all whom it may concern:

Be it known that I, HAVELOOK HAnronD, of Port Alberni, Vancouver Island, in the Province of British Columbia, Canada, a subject of the King of Great Britain, have invented certain new and useful Improvements in Rotary Steam-Engines, of which the follow ng is a specification.

My invention relates to improvements in rotary steam englnes, andrelates more particularly to the productionof" an engine of Serial No. 711,330,.filed July 24th, 1912, for

improvements in rotary engines.

The construction and operation of my engine will be set forth in the following specification, and what I claim as new will" be pointed out in the appended claim.

Figure 1 is an elevation of one end of my engine showing the cams and co-acting levers for operating certain internal valves and abutments. Fi 2 is "a side elevation of my engine. Fig. 3 is a vertical longitudinal section on the line 3-'3 Fig. '1, through the cylinders and; chests, certain parts of the valves in the chests being shown in section. Fig. 4, is a vertical transverse section on the line 44 Fig. 3.

Inthe drawings, like-characters of ref erence indicate corresponding parts in each figure.

In the embodiment of my invention illustrated, the engine consists'of a central cylinder A, and two'end cylinders'B and C one on each side thereofa The cylinder A 'is-composed of side walls D which are bolted or otherwise secured to the ring-plate E,

which is preferably integrally formed with the base F.

Gare the cap-screws by means of" which the side walls D are secured to the base F. The ring-plate-E is provided substantially for the whole of its periphery except where the base F is positioned, with side flanges H, and screwing through these flanges and Specification of Letters Patent. Patentfid NOVA. 1914.

Serial No. 711,330. Divided and this application filed March 7, A 1914. Serial tie-823,052.

into the side walls Dare the cap-screws I whlch securethese parts together.- J,jand

K are side walls of'the cylinders Band C,

and integrally formed with these side 'walls,p

as well as with the side walls D, arecast ings Land N which are chambered to form the steam chests O and P; The ring-plate Q of each cylinder B and C, is integrally formed with theside walls thereof. 1

2' and 3 are'the cylinder plates for'gthe cylinders B and C, and these plates are s ejcured by the cap-screws 4 to their respeO- tive bases 5 and 6. The nuts and bolts desto the flanges Softhe ring-plates Q. s k

9 is any suitable packing positioned between certain parts of the engine-casing to prevent leakage. r I

10 is the base-plate andthe bases, 5, F and 6 are secured to said base-plate by the nuts and bolts designated by. the common numeral Of reference 11.

Mounted within each of the cylinders A,

B and C is a rotary piston 12, 13 and 14.

15 is the engine-shaft to which each of the said-pistons is keyed, and this engine-shaft has bearing inthe cylinder-plates 2 and 3,

ignated by the, common numeral of refer-j ence 7 secure the cylinder plates sa d :3 j

as well as inthe various side walls alreadyi mentioned.

Formed in the upper portion of each ringplate@ and E is a-recess or chamber 20, 21

and 22 which communicate respectively with the cylinders B, A andC. Mounted to Opel ate in each of the said chambers/are abutments 23, 24: and 25. Theseabutments are keyed to the rod 26 which has bearing in,

the cylinder-plates and the side walls al ready mentioned. 0

The normal position of the said abut'ments is illustrated in the drawings. I I

Formed in the chest-casting Lis a port 260 which opens into the chest 0. The

mouth '27 ofsaid port opens from the cyl-- inder A behind the abutment 24 therein- Controlling the port 260 is a valve-head 28,

the stem 29 of which has bearing inthe eX tension 30 of the chest-casting L. 31 isa shoe carried by the stem '29.

32 is a valve-head which controls the port 33 formed in the chest-casting L, and leading from the chest Otto the chamber 20 of the cylinder B and ment 23.

in front of the abut- 34 is thevalve-stem of the valve 32 and the samehas bearing in the extension 35 of the chest-casting L.

36 is a shoe carried by the valve-stem 35. Eachvalve-stem 29 and 34 is of course provided with the usual spring 37, as will be understood, which normally keeps the said each piston and the internal surfaces of the cylinders in which these pistons operate. As shown in the drawings, the said wings have an easy fit against the inner surface of each cylinder.

302 is a cut-oif-valve casing which is held in the ring-plate E, and opens into the chamber'2l of the cylinder A, in front of the abutment 24 therein. By means hereinafter described, steam is permitted to pass through the valve-casing 302 into the cham-, ber 21 and cylinder A. The steam will ex pand and coming into contact with the abutment 39, Fig. 5, willrotate the piston 12. In due course the wing 40, will escape by the abutment 24', and the steam in front of the wing 39, will escape through the ports 41 and 260 into the chests P and 0 respectively. The valves 7 and 28 controlling the said ports are of course held open during the passage of the steam through said ports v(see Fig. 3), and are then closed, as hereinafter set forth. In due course, the valves 32 and 7c,will be operated to open the .ports 33 and Z, thus permitting the steam to escape from the chests O and P into the cylinders B and G. Since the piston 13, is provided the wings 38 and 42, and since the piston 14, is also provided with similar wings, it will be understood that the eX- pansive force of the steam will be utilized within the cylinders 13 and G and the chambers 20. and 22 thereof to rotate the pistons, two impulses being given each piston during one revolution. In due course, the steam escapes from thecylinders B and G through the exhaust ports 43 and 201 respectively.

The valves controlling the entry and escape of steam in respect of the chests O and P are operated as follows: on and c, are cams carried by the shaft 15, and at the right time, these cams come into contact with the shoes 31 and (Z, of the valve-stems 29 and 6 thus opening the valves 28 and f simultane.

ously, and holding them open during the passage of steam through the ports 260 and 41. b and h are cams carried by the shaft 15, and these cams come into contact respectively with the shoes 36 and i of the valve-stems 34 and 7', opening the valves 32 and 7c and holding them open during the passage of steam through the ports 33 and Z. From the foregoing, it will be evident that the valves 28 and f are opened and closed simultaneously, as arealso the valves 32 and 7c; and that when the first-mentioned pair of valves are closedythe second-mentioned pair of valves are opened.

I shall now describe the means used to operate the abutments 2223-24: Keyed to the shaft 15 adjacent the cylinder-plate 3 is a sleeve 45 provided with a pair of cams 46 and 47 positioned substantially at an angle of 180 degrees to each other. 48 1s a lever pivoted by the pin 49 to the cylinder-plate 3. The cam 47 is resting in the notch 50 of the lever 48. Before the wing 40, for example, of the piston 12, reaches the abutment 24, the cam 46 shall have come into contact with the lip 51 of the lever 48 and move this lever upward around its pin 49. The lever 48 is connected by a link-rod 52 with an arm 53 which is keyed to the rod 26, and therefore the abutment 24, (together with the other abutments) will be moved into its associated chamber or recess 21 to permit the free passage of the wing 49. Immediately the said wing has passed far enough to be out of the path of'movement of the abutment 24, the cam 46 has been moved into the position occupied by the cam 47, and as the lever 48 is partly controlled by the spring 54 connected thereto and to the pin 55, through the before described parts, the said abutments are returned to normal position in plenty of time to permit the other functions to be performed. 56 is a pin carried by the cylinder-plate 3 against which the lever 48 normally rests. This pin prevents undue wear of the cams 46 and 47 and lever 48. The abutment 24 will produce the same effect as a throttle valve and with the result that the speed of the engine will be reduced at certain times.

In Fig. 4 the relative positions of the discharge ends ofthe ports 33 and 27 in respect of the abutment 23 areindicated in dotted lines. Each ring-plate is provided with a shoulder 110 which fits into a notch 111 formed in the underside of each abutment, thereby forming a stop for said abutments. The nose 112 of each abutment rests in contact with the circular perimeter of each piston, and it will of course be understood that said abutments extend for the full width of the cylinders and chambers in which they operate, and have close enough contact with thesejparts without any danger of binding.

I shall now describe'the means to operate the cut-off mounted in the valve-casing 302. 303 is a rod pivoted to the lever 48, and this rod is pivoted by the pin 304' to the bell-- crank lever 805 which is pivoted by the pin 306, to the support 307 which is secured by the screw 308,*or other suitable fastening means to the cylinder-plate 3. 309 is a rod which is pivoted to the arm 310 of the bellcrank lever 305, at one end, and the other end of this arm ispivoted to the lever 311 controlling the cutoff valve (not shown) mounted within the valve-casing 302. Each time the lever 48 is raised, the cutoff valve mounted within the casing 302 is opened,

thus permitting steam to pass into the cylinder A, and in due course it is passed into the chests O andP to the cylindersB and G.

VVhile-I have described what I consider to be the best embodiment of my invention, I desire it to be understood that the principles can be embodied in different forms, and I desire not to be limited beyond the require- Copies of this patent may be obtained forfive cents each, by addressing ed in a recess formed in each of the said cylinders; a rod common to said abutments; a chest. intermediate said cylinders and connected'to each of the said cylinders by a port, the port leading into said first-cylinder opening thereinto behind the abutment therein, and the port leading to said second cylinder opening into the recess formed in said second cylinder and in front of said abutment therein; avalve mounted to control passage of steam through each of the said ports; valve-gear carried by said shaft and operating said valves; a cut-off valve carried by said first-cylinder and opening said shaft for operating said abutments comprising a sleeve keyed to theouter end of said shaft and provided with two cams posiinto the recess thereof in front of the abutment in this cylinder; means actuated by tioned 180 degrees apart; a lever pivoted at 7 one end to the outside of the engine casing and adjacent said sleeve, provided in its un- 'derside with a lip, and further provided with a notch; means to maintain said lever in normal position; an arm carried the outer end of the abutment rod; a link rod connecting said lever with said arm, and means intermediate said lever and said cutoff valve for opening and closing thevsaid cut-off valve, as set forth.

In testimony whereof I have affixed my a signature in presence of two witnesses.

v HAVELOCK HARFORD.

Witnesses:

ARCHIE FLEMING N. SWAYNE.

Washington, D. G.

the flommissioner 0! Patents, 7 

